Internal combustion engine of the diesel, semidiesel, compression ignition, or injection type



Nov. 27, 1934. J. J. E. SLOAN 1,982,146 4 INTERNAL COMBUSTION ENGINE OFTHE DIESEL, SEMIDIESEL,

COMPRESSION IGNITION, OR INJECTION TYPE Filed Sept. 24, 1931 2Sheets-Sheet 1 15 1 a fi 2 9 15 a 1 I l l x I //I I 1/ w I E a v 9 ll Il 4 EZ'LTL' w 4 12 g 1''; I m'"- T/In 111/, 711111 I JJTZS/aan Nov. 27,1934. J J E SLOAN 1,982,146 INTERNAL COMBUSTION ENGINE OF THE DIESEL,SEMIDIESEL,

COMPRESSION IGNITION, 0R INJECTION-TYPE Filed Sept. 24, 1931 2Sheets-Sheet 2' Patented Nov. 27, 1934 UNITED STATES.

INTERNAL COMBUSTION ENGINE OF THE DIESEL, SEMIDIESEL, NITION, ORINJECTION TYPE COMPRESSION IG- Joseph James Eastwood Sloan, Liverpool,England Application September 24, 1931, Serial No. 564,862,

. In Great Britain October 11, mo

4 Claims. (01. 123-32) This invention relates to improvements ininternal combustion engines of the Diesel type, that is tosay, in whichthe charge is fired spontaneously by compression, or to'engines of thesemi-Diesel type in which such firing is assisted bya hot bulb or thelike also known as compression ignition or injection type engines. Theinvention is applicable to internal combustion engines working on thetwo stroke or four stroke cycle or internal l0 combustion engines of thedouble acting type and for engines in which the cylinders are disposedradially, parallel, relatively inclined or otherwise. In engines of thetype described owing to the exceedingly high compression ratios andpressures necessary to fire the charge spontaneously and the resultinghigh explosion pressures, the scantlings and parts of the engine requireto be very heavy. The weight consequently of the engine per unit ofhorse power developed is also high, which factor has precluded this typeof engine from being commonly adopted with success for many purposes,such as for aeroplane engines and has resulted in the cost of productionbeing high.

The present invention has for its object to overcome this disadvantageand consists in an internal combustion engine of thetype indicated inwhich the compression ratio may be reduced .without reducing thecompression temperature which .is maintained by the'addition of the hotresidual products including unburnt air.

The invention will now be described by way of example with reference tothe accompanying diagrammatic drawings in which:

Figure 1 is a longitudinal sectional elevation of a three cylinder twostroke engine. I

Figure 2 is a cross section of the first cylinder of Figure 1.

Figure 3 is a cross section of the second cylinder of Figure 1. a I

Figure 4 is a cross section of the third cylinder of Figure 1.

Figure 5 shows a piston in its extreme bottom position.

Figure 6 shows a detail.

Referring to the drawings three cylinders 1, 2, 3, are mounted side byside and provided with three pistons 4 driving the crank shaft 5 throughconnecting rods 6. The cylinders are formed by sleeves 7 driven byeccentrics 8, these sleeves reciprocating in phase with the pistons.Cooling jackets 9 are provided around the sleeves for the cooling mediumwhich is preferably especially in the case of the fuel oil medium indirect contact with the sleeves. I

Refen'ing to Figures 2, 3 and 4, the sleeves '7 are provided withexhaust ports 10 which coact with exhaust passages 11 and with admissionports 13a, coacting with inlet passages 13 and with ports 12co-operating with by-pass passages or,60 ducts 14 which connect allthree cylinders together. The cylinder heads are provided with coolingspaces 15 which communicate by port 16 with the jackets 9 to whichcooling medium is admitted by the inlet pipe 20. The outlet 21 05 fromthe jacket communicates with thespace 15 by the port 1''! which isclosed by the sleeve 7 except at the end 01? the stroke when'it isopened. Cooling liquid is pumped into the jacket through the passages17. I prefer to use the oil fuel as the cooling liquid, but water may beusedlfdesired.

Any suitable injection valve maybe provided. The operation of the engineis as follows:

The piston 34 in cylinder 2 as shown'inFigures 1 and 3 is descending andhas just unv covered the duct 14 by the port 12. so that hot exhaustgases flow; out andpass along the duct into the cylinder 3 as shown inFigure 4 which has received its charge'of air and is on the up orcompression stroke. The piston 4 in cylin-- so der 2 further descendstogether with the sleeve 7 which uncovers the inlet passage 13 andexhaust passage 11 so that the incoming charge of air blows out theexhaust gas. The piston 4 ascends in the cylinder 3 and the.communication with'the duct 14 is shut off. Compression continues andthen when the piston is at the top of its stroke the fuel is injectedinto the cylinder and fires immediately.

It is to be understood that the exhaust gases -may be passed into thecylinder at any position of the piston by the timing of the valves I orthe varying of the angle of the cranks of the engine.

The passing of a quantity of hot exhaust gas into the charge of cool airon the compression stroke raises the temperature'of the charge so thatwith reduced compression ratios the temperature is maintainedsufficiently high to" fire theiuel when it is injected into theCylinder.

For example I may reduce the compression ratio from twelve to one toeight to one. In-this manner the compression pressures canbeconsiderably reduced thus saving weight in the engine or alternativelyhigher temperatures and are open and to obtain as great a scavenging andcooling eiifect whilst the inlet and exhaust ports are open. 7

In order to secure this end the by-pass duct. 14 is made as short and asnear to the cylinder as possible and may be well lagged or if desiredjacketed by the exhaust manifold. A short duct 14 is convenientlyobtained by grouping the cylinders in units of three as shown in Figure1 with their cranks 120 apart. In the case of radial engines the by-passcan be between adjacent cylinders.

The single sleeve valve illustrated in the drawings is found verysuitable since it moves with I the piston and therefore the eccentrichas very little work to do other than limit the travel of the sleeve andtime it. It is. to be understood that any other type of valves such aspoppet or rotary valves may be employed.

If desired seep holes may be provided in the head or sleeve'when theyare cooled by fuel oil so that the oil may lubricate the junk rings. Thefuel oil by being in contact with the sleeve will lubricate the:exterior. thrust surfaces of the sleeve.

In the case of. a four stroke engine the exhaust manifold can bedispensed with especially in aero engines since the final exhausttemperature and pressure are low on account of the greaterexpansion ofthe Diesel or semi-Diesel engine and these have been further reduced byhaving by-lpassed some o!v the hot gases into another cylinder. Furtherthe exhaust port can act as an inlet port as well or the exhaust portsand inlet ports can be arranged to open and close simultaneously.

,To start the engine for example the piston can be provided with anelectrode 18 (Figure 6) which at the top of the stroke will form a sparkgap between itself and the insulated electrode 19 in the cylinder headso that a high tension spark may pass and ignite the charge, or thepiston may be made to operate a low tension sparking device.

Directly a cylinder has fired the hotgases are by-passed to the nextcylinder to fire and no further ignition means other than thecompression temperature is necessary. Where a starter motor is employedthe switch may perform the dual purpose of energizing the motor v andthe electrical ignition means.

It essential that the temperature of comobtained as described above byarranging the v .cooling liquid to enterthe head only during or at theend of. the working stroke by means of the sleeve 7. Further if the flowof liquid into the jacket is by way of the inlet 20 and the only outletis by way of the duct 21 which is only uncovered bythe sleeve 7 thisintermittent cooling can be arranged so as to take place only at the endof the exhaust stroke or, in a four formed during the exhaust andsuction strokes 35 and no cooling should take place on the working andcompression strokes.

Again this intermittent cooling could be effected by providing thecylinder with a shield or diametrically disposed shields, so timed andro- 0 tated or reciprocated that in the case of an air cooled aeroplaneengine for instance they would ,mask the cylinders against the head-onair stream during the compression and working strokes in order tomaintain the heat, but would ,allow an unrestricted passage for thehead-on air stream across and round the cylinder during the scavengingand suction strokes; or the intermittent cooling may be efiected bywater or other means. This arrangement would offer a con- I siderableadvantage over the ordinary constant the cylinder head may be madeconcave if desired.

An engine having any number of cylinders may be employed but since it isconvenient to employ units of three cylinders, except in the case ofradials, I prefer to make the engine in multiples of these units eitherstraight or V, but in the case 3 of a double acting two stroke twocylinders might be used as the unit.

It is to be understood that the arrangement and setting of the valvesand the details of construction may be varied from those described inorder to suit various circumstances and the purpose for which theinvention is to be used without departing from the scope of theinvention.

I claim:

1. -An internal combustion engine ofthe Diesel, semi-Diesel orcompression ignition type comprising a plurality of cylinders, a directby-pass connection between said cylinders and means for controlling saidby-pass so as to admit hot residual products direct from one cylinderduring and near the end of expansion to another cylinder during and nearthe commencement of compression.

2. An internal combustion engine of the Diesel, semi-Diesel orcompression ignition type comprising a plurality of cylinders, a directbypass connection between said cylinders and means includingout-of-phase pistons in said cylinders for controlling said bypass so asto'admit hot residual products. direct from one cylinder during and nearthe end of expansion to another cylinder during and near thecommencement of compression. 3. An internal combustion engine of theDiesel, semi-Diesel or compression ignition type comprising a pluralityof cylinders, a direct bypass connection between said cylinder and meansincluding a sleeve valve for each cylinder associated with out-of-phasepistons for controlling said by-pass so as to admit hot residualproducts direct from one cylinder during and near the end near ' aplurality of cylinders, each with a piston therein, a direct bypassconnection between said cylinders, a crank shaft to which each of saidpistons is connected so that the pistons 01 the respective o cylindersmove out of phase and means for moving the said cylinders from saidcrank shaft so that each cylinder constitutes a sleeve valve controllingsaid by-pass connection whereby hot residual products may be admitteddirect from one cylinder during and near the end of expansion to an.-

other cylinder during and near the commencement of compression.

JOSEPH JAMES EASTWOOD SLOAN.

